Adjustable brake-staff.



F. L. BARBER & B. W. WEBB.

Amos

Patented Mar. 9, 1915.

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zz'izzessza P. L. BARBER & E. W. WEBB.

ADJUSTABLE BRAKE STAFF.

APPLIOATION FILED 0012, 1914.

Patented Mar. 9, 1915.

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.B y fizrfl'lovzeys [MAW Slaw UNITED STATES PATENT OFFICE.

FRANKLIN L. BARBER AND EDWIN W. WEBB, OF CHICAGO. ILLINOIS, ASSIGNORS TO STANDARD CAR TRUCK COMPANY, OF CHICAGO, ILLINOIS, A CORPORATION OF NEW J EBSEY.

ADJUSTABLE BRAKE-STAFF.

Specification of Letters Patentv Patented Mar. 9, 1915.

To all whom it may concern:

Be it known that We, FRANKLIN L. Bannnn and EDWIN \V. \Vnnn, citizens of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Adjustable Brake-Staffs; and we do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

Our invention relates to brake mechanism for railway cars, and is directed to the improvement of that type of brake stati' which is capable of movement from upright into down-turned or horizontal positions, and, hence, is especially adapted for use in con nection with fiat cars. The various reasons why these adjustable brake staffs are desirable in connection with freight cars are now very well understood by all persons familiar with railway service.

An adjustable brake staff of the general type to which this invention relates is disclosed and claimed in our prior Patent 1,003,168. In our said prior patent, and, in fact, in prior patents disclosing adjustable brake sta tls, it has been the common practice to make the whole brake stalf, including the Windlass, movable as an entirety, from upright into downturned position, and conversely. Our present invention, however, makes a. radi 'al departure from the above noted construction, in that the brake windlass maintains a constant lo 'ation, while the brake stall' is arranged to be moved from an upright into a horizontal or do\\"nturned position, and vice-versa, but in all positions is opcratively connected to the said windlass.

The preferred arrangement of our' improved brake staii' is shown in the :icconl panying drawings, whcrcin like charm-tors indicate like parts throughout the several VlU-VS.

Referring to the drawings: Figure l is a view showing the body of a llat car in end ele ation, and illustrating our improved brake statf applied thereto some parts being broken away; Fl. 2 is a vertical section taken on the inn: m) Fig. 1. some parts being broken away; Fig. i} is a detail in horizontal section on the line of 41: on Fig. 1.; and Fig. 4: is a detail showing the brake stall and a portion of its supporting casing, some parts bein; broken away.

The body of the ilat car indicated by the numeral 1. Depending: from, and rigidly secured to each end of the car body 1. at the transverse center thereof, is a strong bracket 2, which ali'ords a bearing and support for the brake chain windlass 3.

The brake stafl' 4, when in an upright position, is axially alined with the windlass 3.. It is journaled in a sleeve-likesupporting casing 5, that has a pronged lower end (i pivotally connected by a couplinp bolt 7 to the prongs of a head 8. which latter has a depending hub 0 that surrounds the upper portion of the Windlass Ll and is journalcd in a In; on the \vindlass-supporting bracket J, so that'- it is mounted for a swivel movement around the axis of the said windlass. The brake stati l is operatively connected to the Windlass 3 through a nest of three beveled gears 10 secured one to the lower end of said brake statf, one to the upper end of the \vindlass, and the other loosely jour'naled on the hinge bolt 7. The casing 5, at its upper end, has an off-set a rm 11, on which a lock dog 12 is pivotally mounted; and for engagement with the said dog: 12, the brakestall' 4- ,is provided with a ratchet wheel 13. On its upper end, the brake stall is provided with the usual operating wheel 1- \Vhcn the brake stall is in an upright po-- sition, the upper end portion of its casing U lies between the prongs (.t' a keeper bracket 13. rigidly secured to [la adjacent ends of the car bod l. gravity-held lock piece 10. photcd to one ol the prongs of said bracket l5. and engngtaole with a notch in the nlln-l prong; lhcrcol normally holdsthe said casing 5 and brake stall in their operotirc, upright positions. \Vhen the brake sta l" is in u upright: po; tion. rotation thereof will. tinoun'h thc gears 10, also rotate the windlasz Z). When the lock 10 is moved into an inopcrzdiw posili the brake stall' and upper end oi' the 5 may he moved piv vitally on the hinyg' Dot! T, so as to clear the said casing from the prongs of the bracket 1.3. The casing 5 and stati 4, being then turned downward at an angle, may be used as a lever in e rillato it on the hub 9 of the head rcl'fldi the axis of the Windlass 7, i are of ninety degrees, so as to said casing with the brake staff into an" approximately horizontal position, parallel to the adjacent end of the car and in position to have the free end of the said casing 5 lodged in a hook-like rest bracket 17, rigidly secured to the adjacent end of the car body. The downturned position of the brake stafl and its casing 5 is indicated by dotted lines in Fig. 1, and it is evident that in this down-turned, or approximately horizontal position of the brake staff, rotation thereof will, through the gears 10, rotate the Windlass 3. The brake staff, therefore, in all positions, is operative on the Windlass, and the Windlass is never moved from its pi edetermined local position, but is given only its rotary movement on its own axis. Also, since the pawl and ratchet device 12l3 is carried by the casing 5, it follows that the brake staff may be moved from its one position to another, eitlier while the brakes are set, or while the brakes are released.

The feature of leaving the Windlass or chain-windingend of the brake staff in a predetermined local position, unaffected by movements of the brake staff from upright into horizontal positions, is highly important, and is believed to be broadly new.

What we claim is:

l. A car brake stafl having a relatively local Windlass, and provided with a hinge joint adapting its main body portion to be moved pivotally from an upright into a down-turned position, and the said brake staff also having means rendering the same operative on said Windlass in both of its said positions.

2. In a car brake mechanism, the combination with arelatively local brake Windlass. of a brake stafl connected to said Windlass by a hinge joint adapting it to be moved from an upright into a down-turned position, and a drive operatively connecting said brake stafi to said Windlass in both of said positions.

3. The combination with a car body, of a brake mechanism comprising a Windlass support secured to said car body, a Windlass journaled in said support, a brake stafi casing journaled on said Windlass and having nection between the same in the dilferentpositions of said brake staff.

4. The combination with a car body, of a brake mechanism comprising a Windlass support secured to and depending from said body, a Windlass journaled in said support,

' a brake stafl' casing journaled for movement around the axis of said Windlass and provided with a hinge joint adapting its body portion to be turned from an upright into a down -turned position, a brake staff journaled in said casing, means for locking said staff to said casing against rotation in one direction, and a nest of three beveled gears connecting said staff to said Windlass, one of the said gears being on said stafi", one on said Windlass, and the other, journaled around the axis of said hinge joint.

5. The combination with a car body, of a brake mechanism comprising a. Windlass support secured to and depending from said body, a Windlass journaled in said support, a brake stafi' casing journaled for movement around the axis of said Windlass and provided with a hinge joint adapting its body portion to be turned from an upright into a down-turned position, a brake stafi' journaled in said casing, means for locking said staff to said casing against rotation in one direction, a nest of three beveled gears connecting said staff to said Windlass, one of the said gears being on said staff, one on said Windlass, and the other journaled around the axis of said hinge joint, means for securing said casing in an upright position, and means for supporting the same-in a downturned position.

In testimony whereof We afiix our signatures in presence of two Witnesses.

FRANKLIN L. BARBER. EDWIN W. WEBB. Witnesses:

MABEL G. LAW, RoY ANDERSON.

,Goplea of this patent may be obtained !or five cents each, by addressing the Commissioner 0! Patents.

Washington, D. 0. 

